Edelbrock LD340 Intake Manifold Usable Max RPM?

Fish Bite said
I'm attempting to stay away from a theoretical debate about whether an LD340 and 750 cfm 4150 will physically make power at 8K RPM and, instead, am trying to get real-world feedback on the RPM ranges people have practically used with an LD340 on a race 360. To this goal, I'm not following your point but am open to hearing your input as it relates to my specific build. Where do you think a practical RPM ceiling is for this specific build considering it's a vintage class.

The way you have stated your position, it sounds like you are arguing that with the LD340 and 750 cfm 4150 I must use, I should build a race 360 that spends its time at 8K RPM (with heads/compression/cam/exhaust designed for that RPM) because you say the intake manifold is less of a limiting factor. I'm having a hard time believing that the 8K version of this engine would make much more power than one designed to run at 7,200 RPM, but it would cost far more in financial and maintenance investment to build and maintain an 8K RPM engine compared to a 7,200 RPM engine. Slap a Super Victor Jr. single-plane and larger carburetor on that 8K RPM engine, and the practicality goes way up, but I'm stuck with the LD340/750 cfm.

No what you want is a bunch of guys you don’t know to tell you that what you want to do is right.

I’m man enough to tell you that you are shitting yourself if you think that manifold at 7k rpm isn’t at least 30 hp down to a good single plane.

Don’t talk about “bottom end” loss or other nonsense.

That manifold has a place but it ain’t on an engine that is CAPABLE of 7k. That thing should be on the shelf.

And I’m not talking out of my ***. I’m telling the real world straight truth.

I’d shelve it or sell it but it never was or ever will be a good manifold for that kind of rpm.

That’s the fact. And the hp it’s down on the dyno will only look worse on the track because of the nature and limits of water brake dyno testing.